Impeller



July 2, 1940. LAGUZZI 2,206,258

' IMPELLER Filed April 3, 1939 INVENTOR.

Marin Laguzz'l ATTORNEYS.

Patented July 2, 1940 W UNKTED STATES PATENT FFIE IMPELLER MarioLaguzzi, Aurora, Ill. Application April 3, 1939, Serial No. 265,845

9 Claims. (01. 123-175) lj'he invention relates to improvements inimpellers particularly well adapted for use in conjunction with opencirculatory temperature regulating systems, such the water coolingsystems 5 of internal combustion engines especially for marine engines,

In open circulatory systems, where the temperature regulating medium isdrawn from an unenclcsed of heat-conducting fluid, such as D the body ofwater on which a motor vessel floats,

it has been found advantageous to pro-heat the difficult to economicallyand permanently pro-' vide with the usual types of power-driven pumps.These pumps exert a pressure which cannot be controlled by anycommercial form of thermostat of which I am aware.

An important object of the invention is to provide a fluid irnpellerderiving its power from a stream of fluid, such as the exhaust gasesemanating from an internal combustion engine, and capable of impelling agreater amount of fluid than an injector embodying aventuri contraction.

Another object resides in the provision of a fluid impell r capable ofinjecting an oxygencontaining mixture, such as air, into the exhaust 5stream in orderto n'iinimize the danger of carbon monoxide. i l

A further object of the invention is to provide means topre heat atemperature regulating fluid, means to introduce the heated fluid intothe cirl culatory system of an internal combustion en gine, and means tosubsequently discharge the ward or a reverse position,and so that theex- The invention also aims to provide a combined haust gases aredirected from eitherend of the engine. i

A further object of the invention resides in the provision of a combinedexhaust manifold, fluid pro-heater, andfluid impeller which may be ap- 5plied to either the right or left bank of cylinders of a V-type engine.l Other objects and advantages of the inven tion will become apparentduring the course of the following detailed description, taken inconnection with the accompanying drawing, forming a part of thisspecification and in which drawmg:

Figure l is a perspective view of a Ford V-8 marine internal combustionengine looking toward the right bank of cylinders and showing thecombined exhaust manifold, fluid pre-heater and impeller secured theretoin a manner where' by the exhaust, gas is'piped from the crank end ofthe engine. i

Figure 2 is a perspective View of the same engine looking toward theleft bank of cylinders and showing a companion assembly secured thereto.l

, Figure 3 is a longitudinal sectional view through the manifold,pre-heater and impellersubstantia'lly along the line 3-3 of Figure 1.

Figure 4 is a cross-sectiona1 view substantially along the line il ofFigure 3.

Figure 5 is a perspective View of the same engine looking towardtheright bank of cylinders and showing the manifold, p re-heater andimpeller assembly secured thereto in a manner whereby the exhaust gas ispiped from. the drive end of the engine.

Figure 6 is a fragmentary cross-sectional view of the assembly shown inFigure 3 and showing the impeller as employed to introduce a charge ofoxygen or oxygen-containing mixture into the exhaust gases.

In the drawing, which for the purpose of illustration shows only apreferred embodiment of the invention, and wherein similar referencecharacters denote corresponding parts throughout the several views, theletter A generally designates an internal combustion engine provided.with themanifold, pre-heater and impeller assembly B.

In the example shown, the engine A comprises a converted Ford V-B marineengine, having right. and left banks ill-ll ofcylinders, of the usualjacket-ed construction and provided with individual inlets l2 andoutlets i3pern1itting of circulation of a suitable temperatureregulating fluid I4, usually water, through the banks of cylinders.

Secured to the crankshaft at the crank end P5 of the conventional FordV-8 engine is a pulley 16 for driving a generator pulley IT andwaterpump pulleys l8--l9. The usual water-pumps (not shown) forcirculating water through the right and left banks of cylinders may beremoved or suitably disconnected although the pulleys [8-49 may beretained, if desired, so as to serve as guides for the belt 20 thatturns the generator pulley. It will of course be understood that thewater-pumps themselves may be retained, if desired, for use inconjunction with a conventional soft water engine cooling circuit (notshown) such as is employed in power plants for boats operating on saltwater, wherein the salt water acts as a cooling medium for the softwater circuit, in order to prevent contact of injurious salt water withthe engine.

The Ford engine A selected to illustrate the present invention isprovided with three exhaust gas outlets 2! in the exterior wall of eachbank of cylinders but it will be understood that the number andarrangement of exhaust outlets may vary.

Referring to the assembly B, the same may include an elongate tubularpipe forming the main passageway of the manifold, lateral pipes 25 fromthe engine exhaust outlets 2i communieating with the elongate pipe 25intermediate its exteriorly screw-threaded end portions 21, a tubularjacket 28 surrounding the intermediate portion of the elongate pipe 25,.a coupling 29 having an interiorly screw-threaded end portion 30 forattachment to either one of the end portions 2! of the manifold pipe 25,an exhaust pipe 3! for attachment to the exteriorly threaded oppositeend portion 32 of the coupling, and a tubular sleeve 33 of uniformcross-section for attachment to the screw threaded interior 34 of thecoupling so as to be disposed in spaced relation within the manifoldpipe 25. It will be noted from an inspection of Figure 3 that, in orderfor exhaust gases, diagrammatically represented by the dotted areas in'the drawing, to reach the exhaust pipe 3!, they must first pass alongan annular channel between the manifold pipe and sleeve and then travelin an opposite direction within the sleeve and throughout its length.Secured to the remaining end portion 2'! of the manifold pipe 25 is acoupling 35 provided with a screw-threaded interior for attachment of asuitable pipe joint 36 and a nozzle 31 having a flared end 38.Intermediate its ends, the nozzle 31, when properly attached is disposedin spaced relation inside the sleeve 33 with the flared end 38 disposedin more closely spaced relation within the sleeve. The pipe joint 36 mayinclude a ball check valve 39 to prevent any outward flow of fluidthrough the joint.

The jacket 28 may be provided with a plurality of tapped openings sothat the assembly B may be applied to the engine A, under varyingcircumstances. As an example, four openings ll-44 may be provided, withtwo of the openings ll-42 circumferentially spaced at one end portion ofthe jacket and the remaining two openings 43 -44 correspondingly spacedat the other end portion of the jacket.

In applying the assembly B to the right bank of cylinders as shown inFigure 1, the openings 42 and 43 are connected one to an inlet duct 45in communication with a heat-conducting fluid,

bank of cylinders. The remaining openings 4| and 44 are provided withplugs 41. In addition to the foregoing connections, a duct 48 isprovided between the outlet l3 of the right bank of cylinders and thepipe joint 36.

In applying the assembly B to the left bank of cylinders, as shown inFigure 2, the openings 4| and M are connected one to an inlet duct 45and the other to a duct 46in communication with the inlet l2 of the leftbank of cylinders, and the openings t2 and 43 are provided with plugs41. A duct 48 is provided between the outlet l3 of the left bank ofcylinders and the pipe joint 36.

In applying the assembly B to the engine A so that the exhaust gaseswill be conducted from the crank end of the engine, the couplings 29-35and associated parts are secured to the exteriorly threaded end portions21 of the manifold pipe, as shown in Figures 1-3. If. desired, theexhaust gases may be conducted from the drive end of the engine byreversing the couplings 29-35 and associated parts, as shown in Figure5.

In the operation of the engine A with the assembly B applied thereto asshown in Figures 1-5, the stream of exhaust gases passing between thesleeve 33 and nozzle 31 will create a zone of suction forwardly of theflared nozzle end, which will draw the heat conducting fluid throughduct 58 from the engine and manifold jackets and into the sleeve 33 fromwhence it will discharge along with the products of combustion of theengine. The hot exhaust gases will transfer a portion of their heat tothe fluid in the manifold jacket by conduction through pipe 25, andadditional heat will be transferred to the fluid that is introduced intothe sleeve 33 through the nozzle.

Referring to Figure 6 of the drawing, it will be noted that the assemblyB may be utilized to introduce into the exhaust manifold a supply ofoxygen or an oxygen-containing mixture, such as air, whereby to minimizethe danger of carbon monoxide in the exhaust gases.

It will therefore be seen that the invention provides improved impellermeans particularly well adapted, but not necessarily restricted to usein conjunction with the open circulatory temperature regulating systemof a marine engine.

Various changes may be made in the form of invention herein shown anddescribed without departing from the spirit of the invention or thescope of the following claims.

I claim:

1. Means for automatically introducing fluid into the exhaust duct of aninternal combustion engine comprising a nozzle having an intake endconnected to a source of said fluid exteriorly of said manifold, anintermediate portion and a flared outlet end disposed in spaced relationwithin the duct and pointing in the direction of flow of the products ofcombustion.

2. Means for introducing fluid into the exhaust duct of an internalcombustion engine hav ing a length of exhaust duct of uniformcrosssection, comprising a nozzle having an intake end connected to asource of said fluid exteriorly of said duct, an intermediate portiondisposed in spaced relation within said length of duct, and a flared enddisposed in more closely spaced relation within said length of duct thanthe intermediate portion of said nozzle. 7

3. In a heat exchange system for a marine engine having a jacket, anexhaust manifold, a jacket surrounding the manifold and having an sleeveand pointing in the direction of travel of the products of combustion,and a duct between the jacket of the engine and the nozzle.

4. The combination with an internal combustion engine havirn a fluidcooling system, of

an exhaust manifold, and means to introduce fluid from said coolingsystem into the exhaust manifold comprising a sleeve in the manifoldarranged to conduct products of combustion therefrom, ,a nozzle havingan inlet end and a discharge end disposed in spaced relation within thesleeve and pointing in the direction of travel of the products ofcombustion, and a connection between the fluid cooling system of theengine and the inlet end of the nozzle.

5. In an internal combustion engine having a cooling jacket and anexhaust manifold having a surrounding jacket, said manifold jackethaving an inlet for heat-conducting fluid, and an outlet, said enginejackethaving an outletQand an inlet connected to the outlet of saidmanifold jacket, and an injector nozzle in the exhaust manifold havingan inlet connected to the outlet of said engine jacket for drawing saidheat-conducting fluid through said manifold and engine jackets and intothe exhaustmanifold.

6. Means for heating a fluid and introducing the heated fluid into theexhaust manifold of an internal combustion engine comprising a jacketsurrounding said exhaust manifold having an inlet for connection to asource of said fluid and an outlet, a tubularsleeve disposed inspacedrelation within the manifold and arranged to conduct the products ofcombustion from the manifold,,and a nozzle having an intake end forconnection to the outlet of said jacket, and an outlet end disposed inspaced relation within the sleeve and pointing in the direction of flowof said products of combustion.

' '7. In combination with a marine engine hav, ing an exhaust manifoldand a jacket for cooling fluid for said engine, means for preheating thefluid, delivering the preheated fluid to said engine jacket, withdrawingthe fluid from said jacket and introducing the fluid into the exhaustmanifold of the engine comprising a jacket surrounding the manifoldhaving an inlet for con nection to a source of saidcooling fluid and anoutlet, a tubular sleeve disposed in spaced rela tion Within themanifold and arranged to conduct the products of combustion from themanifold, and a nozzle having an intake end for connection through thejacket of the engine. to the outletof the manifold jacket and an outletend disposed in spaced relation within the sleeve and pointing in thedirection of. flow of saidproducts of combustion. j i

8. Foruse with an internal combustion engine, an exhaust manifoldincluding inlet passageways for products of combustion and a pair ofports facing in different directions, means for introducing a fluid intothe manifold comprising a sleeve, means securing the sleeve to one ofsaid ports with the sleeve arranged to conduct prodnets of combustiontherefrom, a nozzle having an inlet end for connection with a source ofsaid fluid, and an outlet end, and means securing the nozzle to theother one of said ports with its discharge end disposed in spacedrelation within said sleeve and pointing in the direction of flow ofsaid products of combustion.

9. For use with an internal combustion engine, an exhaust manifoldincluding inlet passageways for products of combustion and a pair ofports facing in different directions, means for heating a fluid andintroducing the heated fluid into the manifold comprising, a jacketsurrounding the manifold and provided with an inlet for said fluid andan outlet, a sleeve, means securing the sleeve to one of said ports withthe sleeve arranged to conduct products of combustion therefrom, anozzle having an outlet end and an inlet connected to the jacket outlet,and means securing the nozzle to the other one of said ports with itsdischarge end disposed in spaced relation within said sleeve andpointing in the direction of flow of said products of combustion.

MARIO LAGUZZI.

